JP3067594B2 - Vehicle drive device and drive control method thereof - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive device,
More specifically, the present invention relates to a hybrid vehicle drive device that drives a wheel shaft with electric power converted from power generated by an internal combustion engine.

[0002]

2. Description of the Related Art Japanese Patent Laying-Open No. 60-1069 discloses a hybrid-type vehicle drive device for driving a wheel axle with electric power converted from power generated by an internal combustion engine. That is, the vehicle drive device includes a generator mechanically connected to a drive shaft of an internal combustion engine mounted on the vehicle, a motor driving a wheel shaft, and a power storage unit that exchanges power with the generator and the motor. In addition, the electric motor is subjected to dynamic braking at the time of braking.

[0003]

However, in such a system, all of the driving energy is output via the electric power system, the generator, and the traveling drive motor.
The capacity of each of these system elements increases, and the system becomes larger. In addition, there is a problem that the system efficiency is deteriorated because the conversion efficiencies of the respective elements are duplicated.

Accordingly, the present invention provides a drive system in which, when the driving force of an internal combustion engine is converted into electric power via a generator, not all of the electric power is converted into electric power, part of the rotational energy is directly transmitted to the traveling drive side. The purpose is to reduce the size and weight of the device.

[0005]

In order to achieve the above object, the present invention comprises an input shaft for inputting the output of an internal combustion engine and an output shaft for outputting a load output to be connected. In a drive device for controlling the output of a predetermined drive torque and rotation speed, the drive device, a housing,
First and second rotors housed in the housing and rotatably transmitting output from the internal combustion engine to the load output, and first and second stators fixed to the housing A first air gap is formed between the first rotor and the first stator, and a first opposing surface and a magnetic flux thereof pass through which perform mutual electromagnetic induction. A first magnetic circuit is provided, a second air gap is formed between the first and second rotors, a second opposing surface for performing mutual electromagnetic induction, and a second surface through which the magnetic flux passes. Is provided, a third air gap is formed between the second rotor and the second stator, and a third opposing surface for performing mutual electromagnetic induction and its magnetic flux pass therethrough. A third magnetic circuit is provided and the first fixed The first coil is wound around the first coil, the first coil being capable of controlling the relative angular velocity and torque relative to the first rotor, and constitutes a first rotating electric machine together with the first magnetic circuit. The rotor is wound with a second coil capable of controlling the energization of the relative angular velocity and torque with respect to the first rotor, and constitutes a second rotating electric machine together with the second magnetic circuit. And the second rotor are respectively wound with a third coil serving as a primary side and a fourth coil serving as a secondary side which cause mutual electromagnetic induction, and the third facing surface and A primary side and a secondary side together with a third magnetic circuit constitute a transformer mechanism which can be relatively rotated. The transformer mechanism is provided between the first coil and the power storage means, and is provided between the first stator and the first rotor. A first inverter for controlling the transmission and reception of electric power in accordance with the operating torque of the second inverter; A second inverter provided between the rotor and the power storage means, the second inverter controlling power supply and reception in accordance with a difference between the angular velocities of the two rotors, and a control device controlling power supply timing of the two inverters. And the transformer mechanism is provided between the inverter and the second coil.

[0006]

The first and second rotors are driven to rotate relative to each other by the driving force of the internal combustion engine, and the first rotor is mutually electromagnetically connected to the first stator by a first magnetic circuit. An inductive action is generated and a mutual electromagnetic induction action is caused by the second magnetic circuit between the second rotor and the second rotor. Further, power is supplied from the outside by mutual electromagnetic induction between the second rotor and the second stator by the third magnetic circuit (transformer mechanism). The rotational force input to the input shaft controls the drive torque and the number of revolutions by the driving device, and drives and controls the load output via the output shaft.

[0007]

【Example】

(First Embodiment) FIG. 1 shows a first embodiment of the present invention.
100 is an engine (hereinafter referred to as E / G);
0 receives the output of the E / G 100 as an input,
A drive device functioning as a torque-speed converter that adjusts and outputs the excess and deficiency of the drive torque and the number of revolutions so as to correspond to a load output (traveling drive output) composed of 0 or the like. The rotation speed adjustment unit 1200 for adjusting the input / output rotation speed, the torque adjustment unit 1400 for adjusting the input / output torque, and the speed reduction unit 80 for reducing the output
0. This torque-speed converter 1000 is hereinafter abbreviated as TS converter 1000.
Call. Reference numeral 200 denotes an inverter for controlling the energization of the rotation speed adjustment unit 1200 of the TS converter 1000, and the rotation speed adjustment unit 1200 based on the DC power from the battery 600.
The three-phase alternating current whose frequency is variable is supplied to the battery 600, or the three-phase alternating current generated by the rotation speed adjusting unit 1200 is converted into direct current and supplied to the battery 600. An inverter 400 controls the energization of the torque adjustment unit 1400 of the TS converter 1000.
The variable-frequency three-phase alternating current is supplied to the torque adjusting unit 1400 based on the DC power from 0, or the three-phase alternating current generated by the torque adjusting unit 1400 is converted into direct current and supplied to the battery 600. 500 is a TS converter 10
The ECU 200 controls the inverters 200 and 400 based on the rotation sensor 00 and other internal information and external information.
Is a battery that can supply or receive DC power to the battery.
Reference numeral 700 denotes a driving wheel including a tire or the like as a load output. Reference numeral 800 denotes a reduction unit that reduces the output from the TS converter 1000. The reduction unit 800 is connected to a differential gear 900 via a gear.
The rotational force reduced by the reduction unit 800 is equally distributed to the drive wheels by the differential gear 900.

Reference numeral 110 denotes an output shaft of the E / G 100, which is driven to rotate together with the driving of the engine, and
000 shaft 1213 and serration 115 so as to be constrained in the rotational direction.
The rotation output from / G100 is transmitted directly through serration 115. The TS converter 1000 includes a second rotor 1205 as a second rotor integrally provided on a shaft 1213, and a first rotor 1310 as a first rotor and a stator 1410 corresponding to a first stator.
And a transformer stator portion 181 corresponding to the second stator
Has zero. The stator 1410 includes a three-phase winding 1411 for generating a rotating magnetic field and a stator core 1412. The transformer stator 1810 includes a three-phase winding 1811 for generating an induced magnetic field and a transformer core 1812. The second rotor 1205 performs mutual electromagnetic induction with the second rotor main portion 1210 that performs mutual electromagnetic induction with the first rotor 1310 corresponding to the first rotor and the transformer stator portion 1810 that performs second electromagnetic induction with the second stator. A transformer rotor section 1260 is provided, and a second rotor main section 121 is provided.
Numeral 0 has a three-phase winding 1211 for generating a rotating magnetic field and a rotor core 1212, and the transformer rotor section 1260 corresponds to each phase of the second rotor main section, and has a winding 1261 and an induction magnetic field for each phase. It is composed of a transformer core 1262. As shown in the figure, three windings 1261 and three cores 1262 are arranged independently in parallel in the axial direction of the shaft 1213. A rotation sensor is provided on the side of the core 1262 arranged on the leftmost side of the drawing. A magnetic body for detection of 1911 is fixed.

Each winding 126 of transformer rotor section 1260
1 is a three-phase winding 121 of the second rotor main part 1210.
1 is electrically connected to each phase. Core 12
At a position facing 60, a transformer stator 1810 is arranged via a predetermined air gap. The transformer stator 1810 is fixed to the housing 1710, and the core 1810 is arranged at a position facing each of the cores 1260, and a winding 1811 is wound around each of the cores 1810. Each winding 1811 is electrically connected to inverter 200. Thus, the transformer stator 1
810 and the transformer rotor 1260
800, the transformer stator 181
0 and a transformer rotor 1260 constitute an electromagnetic circuit via an air gap. Therefore, the three-phase power supply from the inverter 200 is supplied to each winding 1811 and the core 1812 in the transformer stator 1810, and the core 1262 and the winding 126 are driven by electromagnetic induction via an air gap.
1 to supply the power supplied from the inverter 200 to each of the three-phase windings 1 of the second rotor main portion 1210.
Supply to 211.

The first rotor 1310 is provided with a cylindrical rotor yoke 1311 and magnets 1220 arranged at equal intervals on its inner peripheral surface to form N and S poles.
A second rotor main portion 1210 including a second rotor core 1212 and a winding 1211 is disposed at a position facing the second rotor main portion 1210. A predetermined air gap is formed between the outer periphery of the cylindrical second rotor core and the magnet 1220, an electromagnetic induction action occurs between the first rotor and the second rotor main portion, and a magnetic flux through which magnetic flux passes. The rotation speed adjusting unit 1200 is configured by configuring the circuit. Also, the first
The rotor 1310 is also provided with magnets 1420 arranged at equal intervals on the outer peripheral surface of the rotor yoke 1311 so as to form N and S poles.
A predetermined air gap is formed between the magnet 1410 and the magnet 1420, and an electromagnetic induction action is generated between the magnet 1420 and the stator 1410 to form a magnetic circuit through which magnetic flux passes. Rotor 1
Magnets 1220 and 1420 provided on the inner surface or outer surface of 311 are fixed to the first rotor 1310 as necessary by rings 1225 and 1425, respectively. Further, the rotor yoke 1311 of the first rotor 1310 is rotatably provided on the outer frame 1720 via the rotor frame 1332 and the bearing 1511. At one end of the first rotor 1310, a rotor frame 1332 is provided integrally with the first rotor 1310. The rotor frame 1332 includes a cylindrical portion 1332b extending from the first rotor 1310 in the direction of the rotation axis, a disk-shaped flat portion 1332c bent at a right angle from the cylindrical portion 1332b, and a shaft 1
213 comprises a hollow shaft portion 1332d formed in a hollow shape on the outer periphery of the hollow shaft portion 1312.
One end of 32d extends outward from the housing 1720 toward the E / G 100 side, and a serration 1332a is formed at the end thereof.
0 is engaged. The hollow shaft portion 1332d is arranged concentrically with the shaft of the shaft 1213 and has a bearing 1 between the housing 1720 and the shaft 1213.
Since it is rotatably supported by 511 and 1513, the first rotor 1310 is also rotatably provided in the housing 1720 together with the rotor frame 1332. The shaft of the small gear 810 meshing with the serration 1332a is connected to the differential gear 900 via a gear 820 fixed to a fixed portion such as an E / G.
The gear 820 is provided in the differential gear 900, and is formed in a differential gear box 910 rotatable about the axis of the wheel shaft 710.
To reduce the rotational force from the TS converter through differential gears 920 and 930 to reduce the wheel shaft 7
10 and the drive wheels 700.

[0011] These series of gears, as shown in FIG.
It is configured to be disposed in a gap between the E / G 100 and the side surface of the housing 1720 of the TS converter 1000. That is, shaft 1213 to which rotational force is input from E / G 100 toward TS converter 1000
The tip of the rotor frame 1332 corresponding to the output shaft for outputting the load from the TS converter 1000 to the load output side is arranged on the same side. With such a configuration, the TS converter can be made more compact around the E / G where space is very limited,
It is possible to dispose a reduction section and the like.

Although the speed reducer 800 uses a spur gear to form the speed reducer, a bevel gear or the like may be used if necessary. In the above configuration, a mechanism for transmitting the output of the E / G 100 directly to the vehicle output side, that is, the load output side via electromagnetic force and assisting the motor output will be described. Now, when the output of the E / G 100 is 2 n [rpm] and the torque is t [N · m] as shown in FIG. 2 (a), this is output to the vehicle output (rotation speed n) as shown in FIG. [Rp
m] and a torque of 2t [N · m]).

The torque of the output shaft 110, which is the output of the E / G 100, is transmitted to the shaft 1213 of the TS converter 1000 via the serration 115, and is transmitted to the second rotor main part 1210. The rotational force of the second rotor main portion 1210 is transmitted to the first rotor 1 via electromagnetic force.
310, the electromagnetic force from the stator 1410 is also applied, and the serrations 1332a of the rotor frame 1332 are
The first rotor 1310 is directly connected to the output side 700 via the reduction unit 800 and the differential gear 900, so that the rotation speed of the first rotor 1310 is reduced. The setting must be made to correspond to the rotation speed of the vehicle output. Therefore, the rotating electric machine formed between the second rotor main section 1210 and the first rotor 1310, that is, the rotational speed adjusting section 1200, performs E / G1
The torque and the number of revolutions generated between the second rotor main part 1210 and the first rotor 1310 are controlled by the inverter 200 so as to adjust the number of revolutions of 00 to the number of revolutions of the load output 700.

FIG. 2B shows the rotational speed adjusting unit 1200.
Input (second rotor rotational energy) and output (first
(Rotor rotation energy), the torque has an action and a reaction, and the torque is the same torque t [N · m] and the rotation speed is 2n.
It is necessary to match [rpm] with the vehicle output rotational speed n [rpm]. The operation of the TS converter 1000 at this time will be described with reference to FIG. FIG. 3 shows the A of the TS converter 1000.
FIG. 3A is a diagram showing the relationship between the rotational speed and the torque as viewed from an external system, where arrow A indicates the direction of action of the first rotor torque, and arrow B indicates the rotation of the first rotor. Indicates the direction. Arrow C indicates the direction of action of the input torque from E / G 100, and arrow D indicates the direction of rotation of E / G 100. FIG. 3 (b) is an operation relation diagram as viewed from a system based on the second rotor, wherein an arrow E indicates an operation direction of torque received by the first rotor, and an arrow F indicates a rotation direction of the first rotor. Is shown. Arrow G indicates the direction of action of the input torque from E / G 100, and arrow H indicates the direction of action of the reaction force from the first rotor to the second rotor main part.

Referring to FIG. 3B, which is easy to understand as a rotating machine, in order to obtain an output of a torque t [N · m] and a rotation speed n [rpm] as shown in FIG. This is a braking (power generation) mode in which the direction of the torque acting on the first rotor 1310 is reversed.
0 is detected by the relative angle between the rotation sensors 1911 and 1912, and each winding 1211 of the second rotor main part 1210 is detected.
By appropriately calculating and controlling the energizing position to the battery, a braking mode is set, and a power generation output is obtained.
To the torque adjustment unit 1400 via the. Power is supplied to the winding 1211 of the second rotor main portion 1210 by the inverter 20.
From 0, the winding 1811 is energized. At this time, the magnetic flux generated in the core 1812 is sent to the core 1262, and the magnetic flux is converted into electricity by the winding 1261 in the core 1262, and the energization is performed. The energization timing is the rotation sensor 1 of the first rotor and the second rotor.
It is calculated by the relative angles of 912 and 1911. As a result, as shown in FIG. 2B, the torque t [N · m] and the rotational speed n
An output of [rpm] is obtained, and the energy nt corresponding to the cross-hatched area in FIG. 2B is selected as the power generation output. Thus, the TS converter 1000
Of the E / G 10 while transmitting the output torque of the E / G 100 to the vehicle output side 700 as it is.
It has the function of using the difference between the number of revolutions on the 0 side and the output side as the generator output. Conversely, when the rotation speed on the E / G 100 side is smaller than the output rotation speed, power is supplied from the battery 600 to perform the function as an electric motor.

Next, from the second rotor main portion 1210, E /
The first rotor 1310 to which the output torque t [N · m] of the G100 is transmitted via the electromagnetic force needs to correspond to the vehicle output 2nt as shown in FIG. It is necessary to supplement the required output nt (the area corresponding to the cross hatching in FIG. 2C). In this case, the operation of the torque adjusting unit 1400 is the same as that of a normal motor,
1st rotor 13 so that the desired torque and rotation speed are obtained.
The rotation sensor 1912 detects the position of the magnet 1420 on the side of the torque adjustment unit 1400, and supplies power while calculating the energization timing.

Conversely, when the E / G 100 side torque becomes equal to or more than the output side torque, the torque adjusting unit 1400 operates in the power generation mode and has a function of transmitting excess energy to the battery 600. As described above, the E / G 100 input (torque t, rotation speed 2n) is first converted by the rotation speed adjusting unit 1200 into E / G
The 100 torque t is transmitted to the first rotor 1310 as it is, and the E / G 100 rotation speed 2n is adjusted to a desired output rotation speed n. 200, battery 6
00 and the torque adjusting unit 140 via the inverter 400.
Send to 0. The torque adjuster 1400 receives the output of the rotational speed adjuster 1200 or the battery 600 and corrects the shortage or excess of the torque t with respect to the vehicle output torque. At this time, if insufficient, 1400 functions as an electric motor, and if excessive, functions as a generator.

The rotational speed adjusting unit 1200 also has an E / G 100
Depending on the setting of the input, it is necessary to function as a motor. Conversely, when the system is used for braking a vehicle, the E / G 100 is connected to a compressor (or E / G
(100 brakes) can be used as a rotation resistor of the second rotor 1205 of the rotation speed adjustment unit 1200, and a part of the braking energy of the vehicle is absorbed by the rotation speed adjustment unit 1200. 140
The braking energy that 0 bears can be reduced, and the capacity required for braking can be reduced.

By transmitting the rotational energy of the E / G 100 directly to the traveling drive side via a part of the electromagnetic force by the above configuration, the capacity of the power system and the rotating machine can be reduced. Since the two rotating machines are combined and arranged inside and outside, very small size can be achieved. In addition, since a step of partially converting rotational energy into electric power and from electric power into rotational energy can be omitted, the efficiency can be improved accordingly.

The winding 12 of the second rotor, which is a rotating body,
Since the power supply to the power supply 11 is performed by the non-contact transformer mechanism 1800, system maintenance free and improvement in reliability can be expected. The first rotor 1310 is provided with a cage-shaped conductor, and a current induced by the current flowing through the windings 1211 of the second rotor main portion 1210 and the windings 1411 of the stator 1410 flows through the first rotor 1310 and the second rotor and the stator. It may be configured to perform an electromagnetic action. Further, either one may be constituted by a permanent magnet.

The number of turns of the second rotor main portion 1210 is 1
The 211 and the winding 1261 of the transformer rotor 1260 may be formed of a cage-shaped conductor. Next, a second embodiment will be described with reference to FIGS. A second embodiment is:
In the first embodiment, the E / G 100 and the second rotor are integrally connected, and the first rotor and the load output are connected. On the contrary, the E / G 100 and the first rotor are connected. Are connected, and the second rotor and the load output are connected.

The same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted. 100 is an engine (hereinafter referred to as E / G), and 1
000 receives the output of the E / G 100 as an input, and adjusts the driving torque and the excess or deficiency of the rotational speed so as to correspond to the load output (driving driving output) constituted by the driving wheels 700 and the like and outputs the torque-rotation This is a drive device functioning as a speed converter, and internally includes a rotation speed adjustment unit 1200 for adjusting input / output rotation speed, a torque adjustment unit 1400 for adjusting input / output torque, and a deceleration unit 800 for reducing output. Have.

The TS converter 1000 has a shaft 12
13, a second rotor 1205 as a second rotor and a first rotor 1310 as a first rotor
And a stator 1410 corresponding to a first stator and a second stator
Has a transformer stator portion 1810 corresponding to the stator of FIG. Stator 1410 is a three-phase winding 14 that creates a rotating magnetic field.
11 and a stator core 1412, and the transformer stator 1810 is a three-phase winding 1 for generating an induction magnetic field.
811 and a transformer core 1812. The second rotor 1205 performs mutual electromagnetic induction with the second rotor main portion 1210 that performs mutual electromagnetic induction with the first rotor 1310 corresponding to the first rotor and the transformer stator portion 1810 that performs second electromagnetic induction with the second stator. A transformer rotor unit 1260 is provided, and a second rotor main unit 1210 includes a three-phase winding 1211 and a rotor core 121 that generate a rotating magnetic field.
The transformer rotor unit 1260 includes a winding 1261 for generating an induced magnetic field for each phase corresponding to each phase of the second rotor main unit, and a transformer core 1262. As shown in the drawing, three windings 1261 and three cores 1262 are independently arranged in parallel in the axial direction of the shaft 1213, and the core 1261 arranged on the leftmost side of the drawing.
A magnetic body for detection by the rotation sensor 1911 is fixed to the side surface of the second.

Each winding 126 of transformer rotor section 1260
1 is a three-phase winding 121 of the second rotor main part 1210.
1 is electrically connected to each phase. Core 12
At a position facing 60, a transformer stator 1810 is arranged via a predetermined air gap. The transformer stator 1810 is fixed to the housing 1710, and a core 1812 is arranged at a position facing each core 1262, and a winding 1811 is wound around each core 1812. Each winding 1811 is electrically connected to inverter 200. Thus, the transformer stator 1
810 and the transformer rotor 1260
800, the transformer stator 181
0 and a transformer rotor 1260 constitute an electromagnetic circuit via an air gap. Therefore, the three-phase power supply from the inverter 200 is supplied to each winding 1811 and the core 1812 in the transformer stator 1810, and the core 1262 and the winding 126 are driven by electromagnetic induction via an air gap.
1 to supply the power supplied from the inverter 200 to each of the three-phase windings 1 of the second rotor main portion 1210.
Supply to 211.

The first rotor 1310 is provided with a cylindrical rotor yoke 1311 and magnets 1220 arranged at equal intervals on its inner peripheral surface to form N and S poles.
A second rotor main portion 1210 including a second rotor core 1212 and a winding 1211 is disposed at a position facing the second rotor main portion 1210. A predetermined air gap is formed between the outer periphery of the cylindrical second rotor core and the magnet 1220, an electromagnetic induction action occurs between the first rotor and the second rotor main portion, and a magnetic flux through which magnetic flux passes. The rotation speed adjusting unit 1200 is configured by configuring the circuit. Also, the first
The rotor 1310 is also provided with magnets 1420 arranged at equal intervals on the outer peripheral surface of the rotor yoke 1311 so as to form N and S poles.
A predetermined air gap is formed between the magnet 1410 and the magnet 1420, and an electromagnetic induction action is generated between the magnet 1420 and the stator 1410 to form a magnetic circuit through which magnetic flux passes. Rotor 1
Magnets 1220 and 1420 provided on the inner surface or outer surface of 311 are fixed to the first rotor 1310 as necessary by rings 1225 and 1425, respectively. on the other hand,
As shown in FIG. 5, the output shaft 110 of the E / G 100 is driven to rotate with the driving of the engine, and the serration 110a
And the gear 117 further meshes with the gear 120 to form a serration 13 formed on the rotor frame 1332 of the first rotor 1310.
32a, and the torque of the E / G 100 is
It is configured to be directly transmitted to the rotor 1310.

A gear 1213a is formed at the end of the shaft 1213, which is the output shaft of the TS converter 1000, extending toward the E / G 100, and the shaft of the gear 1213a has an E-shape.
The gear 820 is connected to a differential gear 900 via a gear 820 fixed to a fixed portion such as / G. Gear 820
Meshes with a large gear 830 formed in a differential gear box 910 provided in the differential gear 900 to reduce the rotational force from the TS converter to drive wheels via the differential gears 920 and 930. Communicate to

As shown in FIG. 4, these series of gears
It is configured to be disposed in a gap between the E / G 100 and the side surface of the housing 1720 of the TS converter 1000. That is, it corresponds to the tip of the rotor frame 1332 corresponding to the input shaft to which the rotational force is input from the E / G 100 toward the TS converter 1000, and the output shaft for outputting the load from the TS converter 1000 to the load output side. The tip of the shaft 1213 is arranged on the same side. With such a configuration,
Around the E / G where the space is very limited, it is possible to arrange the TS converter, the speed reduction unit, and the like more compactly.

Although the speed reducer 800 uses a spur gear to constitute the speed reducer, a bevel gear or the like may be used if necessary. A mechanism for assisting the motor output by directly transmitting the E / G output to the vehicle output side via the electromagnetic force in the above configuration will be described. When the E / G output is n [rpm] and the torque is 2 t [Nm] as shown in FIG. 6A, the output is changed to the vehicle output (rotation speed 2n) as shown in FIG. [Rpm] and torque t [N · m]) will be described.

The output of the E / G is output from the rotor frame 1 corresponding to the output shaft 110 and the input of the TS converter 1000.
332, the first rotor 131
0 is transmitted. Here, the rotational force of the first rotor 1310 is first applied to the outer peripheral surface of the first rotor 1310 by a permanent magnet 1420.
The rotation speed is the same in the torque adjusting unit 1400 composed of the magnetic pole composed of the rotor 1311, the winding 1411 of the stator 1410, and the stator core 1412, the excess torque is absorbed, and the torque required for the vehicle output is obtained. At this time, by detecting the energization timing of the stator winding 1411 of the torque adjusting unit 1400 with the rotation sensor 1912 and appropriately controlling the inverter 400, the absorbed energy (torque × rotation speed) is obtained as a power generation output. This is sent to the battery 600 or the rotation speed adjusting unit 1200. In this case, the torque adjuster 1400 functions as a generator (brake), but may function as an electric motor depending on the relationship between the E / G input and the vehicle output.

Next, the torque of the first rotor, which has been adjusted to the output torque by the torque adjusting unit 1400, is applied to the magnetic poles of the permanent magnets 1220 and the rotor 131 on the inner peripheral surface of the first rotor.
The rotation is adjusted from the first rotor 1310 to the second rotor main unit 1210 by the rotation speed adjusting unit 1200 including the windings 1211 of the first and second rotor main units 1210 and the rotor core 1212, but the second rotor 1205 is connected to the shaft 1213.
Is connected directly to the vehicle output side through a serration 1213a provided at the front end of the vehicle through the speed reduction unit 800 and the like, so that the rotation speed of the second rotor 1205 needs to correspond to the rotation speed of the vehicle output. Therefore, the rotation speed adjusting unit 1
In FIG. 6, as shown in FIG. 6C, the input (first rotor rotational energy) and output (second rotor rotational energy) torques are the same (t) in terms of the action and reaction, and the rotational speed is the vehicle output rotational speed (n → It is necessary to match 2n).

The operation of the rotation speed adjusting unit 1200 at this time will be described with reference to FIG. FIG. 7 shows the A-
FIG. 7 (b) is an operational relationship diagram when viewed from a system based on the first rotor. In FIG. 7B, which is easy to understand as a rotating machine, the rotation direction (H) and the acting torque direction (G) are the same in order to output as shown in FIG. 1 rotor 1
By appropriately controlling the energization position of the winding 1211 of the second rotor main unit 1210 with respect to the 310 position by the inverter 200, an electric output is obtained and the torque adjustment unit 1400
The output (t × 2n) obtained by adding the output (t × n) of the rotation speed adjustment unit 1200 to the output (t × n) from the second rotor main part 1210 and the sun external gear 1213a at the tip of the second rotor shaft and the reduction gear The signal is transmitted to the vehicle output side via the section 800. In this case, the current supply position to the winding 1211 is calculated based on the relative angles of the rotation sensors 1912 and 1911 of the first rotor and the second rotor.

When the number of revolutions on the E / G side> the number of revolutions on the output side, the number of revolutions adjusting section 1200 is set to the braking mode, and the energizing position of the winding 1211 of the second rotor main section 1210 with respect to the position of the first rotor 1310 is determined. By appropriate control, a power generation output can be obtained and sent to the battery 600. As described above, the rotation speed adjusting unit 1200 includes the torque adjusting unit 1.
The output torque of 400 is transmitted to the vehicle output side 700 as it is, and the function of adjusting the rotational speed difference between the E / G side and the output side is set as the output of the motor or the generator. As described above, the E / G output (torque 2t, rotation speed n) is first adjusted by the torque adjusting unit 140.
By 0, the E / G torque (2t) is braked to the torque (t) required by the vehicle output side, and the rotational speed (n) generated at this time
X Convert the energy of the differential torque (t) into electric power and send it to the battery 600 via the inverter 400.

Next, the rotational speed adjusting unit 1200 receives the output of the torque adjusting unit, and the torque (t) is insufficient to the vehicle output side so that the rotational speed (n) becomes necessary (2n) for the vehicle output. The motor output is {minutes (n) × torque (t)}. When the torque on the E / G side <the vehicle output torque,
The torque adjustment unit 1400 is in the electric mode to compensate for the insufficient torque, and when the E / G-side rotation speed> the vehicle output-side rotation speed, the rotation speed adjustment unit 1200 sets the braking mode (power generation mode).
And absorbs the excessive number of revolutions.

On the other hand, when the system is used for braking the vehicle, the oil supply to the E / G is stopped and the E / G is used as a compressor (or an E / G brake). The energy is used as the rotational resistance of the rotor 1205, and the remaining braking torque is supplemented by the torque adjusting unit 1400, so that the braking energy (braking torque x rotation speed)
Is distributed and absorbed by the rotation speed adjusting unit 1200 and the torque adjusting unit 1400, the braking energy borne by one rotating machine is reduced, so that the capacity required for braking can also be reduced.

The first rotor 1310 is provided with a squirrel-cage conductor so that the windings 12 of the second rotor main portion 1210 are respectively provided.
A configuration may be adopted in which a current induced by energization of the windings 1111 of the stator 1110 and the stator 1410 flows to perform mutual electromagnetic action with the second rotor and the stator. Further, one of them may be constituted by a permanent magnet. Further, the winding 1211 of the second rotor main part 1210 and the transformer rotor 12
The 60 windings 1261 may be made of a cage-shaped conductor.
FIG. 8 shows a third embodiment of the present invention. A third embodiment is:
In the first embodiment, the first rotor is a frame 133
2 17 and housing 1720 by bearing 1511
Is supported by the frames 1732 and 1331 and the bearings 1511 and 1510.
A two-sided support structure rotatably provided at 710 is employed. In this case, the second rotor main section 12
10 windings 1211 and the transformer rotor 1 of the second rotor
The winding 1261 of the 260
They are electrically connected via a lead portion 1660 insulated by 650 or the like. Reference numeral 1920 denotes a housing that holds the sensor 1911 and the transformer stator 1810. It is also possible to use the same double support structure in the second embodiment than in the third embodiment.

FIG. 9A shows the second rotor main section 1210.
1211 and the winding 12 of the transformer rotor section 1260
It is an example of the connection diagram with 61. FIG. 9B shows the winding 1
FIG. 21 is an embodiment of a connection diagram in which a capacitor 1295 is provided between each phase of a connection portion of a winding 211 and a winding 1261. FIG. 9C is an embodiment of a connection diagram in which a capacitor 1295 is provided between each phase and a neutral point of a connection portion of the winding 1211 and the winding 1261.

In the above embodiment, the rotary electric machine or the transformer in the drive device has been described as a three-phase rotary electric machine or a transformer mechanism. It is possible.

[0038]

According to the first and second aspects of the present invention, the conventional generator and electric motor can be replaced by this drive device, which not only reduces the size and weight of the system but also reduces the power of the internal combustion engine. Since the power can be directly transmitted to the load output through the electromagnetic coupling, both the power-to-power conversion and the power-to-power conversion can be performed, the energy transmitted to the load side can be reduced, and the efficiency can be increased. The second inverter and the controller enable the power corresponding to the difference between the angular velocities of the first rotor and the second rotor to be transferred to and from the power storage means with high efficiency, and the first coil is connected to the first inverter In addition, the controller enables the power according to the operating torque between the first rotor and the stator to be transferred to and from the power storage means with high efficiency, so that the converter can be reduced in size and the system becomes highly efficient. In addition, since the second coil is energized by a non-contact transformer mechanism, maintenance-free operation of the system and improvement in reliability can be expected. Also, since a filter can be configured between the fourth coil and the second coil,
Since power can be transmitted from the outside via a transformer at a high frequency, the size of the transformer can be reduced.

[0039]

[0040]

[0041]

[0042]

According to the configuration of claim 4, the torque command value Tv required for the rotor connected to the load output and the rotor connected to the drive shaft of the internal combustion engine are received from the drive shaft of the internal combustion engine. The relationship between the torque generation value Te, the angular velocity ωv of the rotor connected to the load output, and the angular velocity ωe of the rotor connected to the drive shaft of the internal combustion engine is ωe> ω
When v and the condition of Te <Tv are satisfied, the second rotating electric machine is caused to generate electric power, and the first rotating electric machine is operated electrically.

With this configuration, the second rotating electric machine recovers the surplus mechanical power of the rotor connected to the drive shaft of the internal combustion engine as electric power, and then drives the first rotating electric machine to drive the wheel shaft. Power shortage can be eliminated. In other words, the power generated at high speed and small torque can be converted to the driving power at low speed and large torque with high efficiency, and some mechanical power can be directly supplied to the wheel shaft through the electromagnetic coupling. It can be lightweight.

According to the fifth aspect of the present invention, the torque command value Tv required for the rotor connected to the load output and the torque generation value received from the drive shaft by the rotor connected to the drive shaft of the internal combustion engine. Te, the angular velocity ωv of the rotor connected to the load output, and the angular velocity ωe of the rotor connected to the drive shaft of the internal combustion engine are ωe> ωv, and Te> T
When the condition of v is satisfied, the surplus power of the rotor connected to the drive shaft of the internal combustion engine can be recovered by both rotating electric machines.

With this configuration, the two rotating electric machines can share the remaining mechanical power of the rotor connected to the drive shaft of the internal combustion engine by sharing the electric power, so that the both rotating electric machines can be downsized. . According to the configuration of claim 6 , a torque command value Tv required for the rotor connected to the load output, a torque generation value Te received from the drive shaft by the rotor connected to the drive shaft of the internal combustion engine, The angular velocity ωv of the rotor connected to the load output and the angular velocity ωe of the rotor connected to the drive shaft of the internal combustion engine are ωe <ωv and Te <
When the condition of Tv is satisfied, the shortage of power transmitted from the rotor connected to the drive shaft of the internal combustion engine to the wheel shaft can be torque assisted by both rotating electric machines.

According to this configuration, since both rotating electric machines can share the assist torque, the both rotating electric machines can be downsized. According to the configuration of claim 7 , a torque command value Tv required for the rotor connected to the load output,
The torque generation value Te received by the rotor connected to the drive shaft of the internal combustion engine from the drive shaft, the angular velocity ωv of the rotor connected to the load output, and the rotation speed of the rotor connected to the drive shaft of the internal combustion engine. When the angular velocity ωe is ωe <ωv, and T
When the condition of e> Tv is satisfied, the second rotating electric machine is operated electrically and the first rotating electric machine is operated for power generation.

In this way, the power generated at low speed and large torque can be converted to the driving power at high speed and small torque with high efficiency, and some mechanical power can be directly supplied to the wheel shaft through the electromagnetic coupling. The system can have low loss, small size and light weight.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of an entire configuration and a main part according to a first embodiment of the present invention.

FIG. 2 is a diagram showing a relationship between torque and rotation speed in the first embodiment of the present invention.

FIG. 3 is a cross-sectional view of a main part of the driving device according to the first embodiment of the present invention.

FIG. 4 is a longitudinal sectional view of an entire configuration and a main part according to a second embodiment of the present invention.

FIG. 5 is a partial sectional view of a driving device according to a second embodiment of the present invention.

FIG. 6 is a diagram showing a relationship between torque and rotation speed in a second embodiment of the present invention.

FIG. 7 is a cross-sectional view of a main part of a driving device according to a second embodiment of the present invention.

FIG. 8 is a longitudinal sectional view of an entire configuration and main parts according to a third embodiment of the present invention.

FIG. 9 is a connection diagram of windings of a second rotor according to the present invention.

[Explanation of symbols]

 100 Engine (E / G) 200, 400 Inverter 500 ECU 600 Battery 700 Driving wheel 800 Reduction unit 900 Differential gear 1000 Torque-speed converter 1200 Rotation speed adjustment unit 1210 First rotor 1310 Second rotor 1400 Torque adjustment unit 1410 Stator 1260 Transformer 1261, 1811 Winding 1810 Transformer stator

────────────────────────────────────────────────── (5) Continuation of the front page (56) References JP-A-49-4106 (JP, A) JP-A-5-219698 (JP, A) JP-A-7-15806 (JP, A) JP-A-3-3 538 (JP, A) Japanese Utility Model Showa 50-129808 (JP, U) Japanese Patent Publication No. 51-45738 (JP, B2) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 11/14 B60K 6 / 02 H02K 7/18 H02K 21/12 H02K 17/22 F02D 29/00-29/06

Claims (9)

(57) [Claims] 1. A drive device comprising: an input shaft for inputting an output of an internal combustion engine; and an output shaft for outputting a load output to be coupled, wherein the drive device controls output of a predetermined drive torque and rotation speed with respect to the load output. The drive device includes a housing, first and second rotors housed in the housing and capable of relatively rotating to transmit an output from the internal combustion engine to the load output, and a first fixed to the housing. A first stator including a stator and a second stator, a first air gap being formed between the first rotor and the first stator, and performing a mutual electromagnetic induction. The opposing surface and the first through which the magnetic flux passes
A second air gap is formed between the first and second rotors, a second opposing surface for performing mutual electromagnetic induction, and a second magnetic field through which a magnetic flux passes therethrough. A circuit is provided, a third air gap is formed between the second rotor and the second stator, and a third opposing surface that performs mutual electromagnetic induction and a third through which a magnetic flux passes therethrough. The first stator is provided with a first coil wound around the first stator and capable of controlling the relative angular velocity and torque relative to the first rotor. A first rotating electric machine, a second coil wound around the second rotor capable of controlling a relative angular velocity and torque relative to the first rotor, and the second magnetic circuit Together with a second rotating electric machine, wherein the second stator and the second Are wound with a third coil on the primary side and a fourth coil on the secondary side that cause mutual electromagnetic induction, and the primary and secondary coils together with the third opposing surface and the third magnetic circuit. And a secondary side constitute a transformer mechanism rotatable relative to each other. The transformer mechanism is provided between the first coil and the power storage means, and supplies electric power according to an action torque between the first stator and the first rotor. A first inverter for controlling transmission and reception, and a second inverter provided between the second coil and power storage means for controlling transmission and reception of electric power according to a difference between the angular velocities of the two rotors.
And a control device for controlling the energization timing of the two inverters, wherein the transformer mechanism is provided between the second inverter and the second coil , and wherein the fourth coil and the second coil are connected to each other.
A vehicular drive device characterized in that a capacitor is provided between each phase between coils . An input shaft for inputting an output of the internal combustion engine;
An output shaft for outputting the load output to be connected,
Output control of specified drive torque and rotation speed for load output
A drive device, wherein the drive device is housed in the housing.
Transmitting the output from the internal combustion engine to the load output.
First and second rotors rotatable relative to each other;
A first stator and a second stator fixed to the stator.
And the first rotor and the first stator
A first air gap is formed between
A first opposing surface for mutual electromagnetic induction and a first
And a second air gap is provided between the first and second rotors.
Is formed and the second opposing surface performs mutual electromagnetic induction
And a second magnetic circuit through which the magnetic flux passes is provided, and a third magnetic circuit is provided between the second rotor and the second stator.
Air gap is formed and mutual electromagnetic induction is performed
A third opposing surface and a third magnetic circuit through which the magnetic flux passes
And the first stator has the first rotation
The first that can control the energization of the relative angular velocity and torque with the trochanter
A coil wound around the first magnetic circuit,
A rotating electric machine, wherein the second rotor has a relative angular velocity with respect to the first rotor.
The second coil, which can control the degree and torque, can be wound
To form a second rotating electric machine together with the second magnetic circuit.
And, wherein the second stator, respectively phase to the second rotor
Third coil and secondary on the primary side causing mutual electromagnetic induction
Side coil is wound around the third opposing surface and the third coil.
The primary and secondary sides can rotate relative to each other along with the third magnetic circuit
Configure the ability trans mechanism, provided between said first coil storage means, said first
Electric power according to the acting torque between the stator and the first rotor
A first inverter for controlling transmission and reception, and a second inverter provided between the second coil and the power storage means;
The second control is to control the transmission and reception of electric power according to the angular velocity difference of the child.
And a control device for controlling the energization timing of the two inverters
And the transformer is provided between the second inverter and the second coil.
A lance mechanism is provided , and each phase and the neutral point are located between the fourth coil and the second coil.
A vehicle drive device comprising a capacitor provided therebetween. 3. An input shaft for inputting an output of an internal combustion engine,
An output shaft for outputting the load output to be connected,
Output control of specified drive torque and rotation speed for load output
A drive device, wherein the drive device is housed in the housing.
Transmitting the output from the internal combustion engine to the load output.
First and second rotors rotatable relative to each other;
A first stator and a second stator fixed to the stator.
And the first rotor and the first stator
A first air gap is formed between
A first opposing surface for mutual electromagnetic induction and a first
And a second air gap is provided between the first and second rotors.
Is formed and the second opposing surface performs mutual electromagnetic induction
And a second magnetic circuit through which the magnetic flux passes is provided, and a third magnetic circuit is provided between the second rotor and the second stator.
Air gap is formed and mutual electromagnetic induction is performed
A third opposing surface and a third magnetic circuit through which the magnetic flux passes
And the first stator has the first rotation
The first that can control the energization of the relative angular velocity and torque with the trochanter
A coil wound around the first magnetic circuit,
A rotating electric machine, wherein the second rotor has a relative angular velocity with respect to the first rotor.
The second coil, which can control the degree and torque, can be wound
To form a second rotating electric machine together with the second magnetic circuit.
And, wherein the second stator, respectively phase to the second rotor
Third coil and secondary on the primary side causing mutual electromagnetic induction
Side coil is wound around the third opposing surface and the third coil.
The primary and secondary sides can rotate relative to each other along with the third magnetic circuit
Configure the ability trans mechanism, provided between said first coil storage means, said first
Electric power according to the acting torque between the stator and the first rotor
A first inverter for controlling transmission and reception, and a second inverter provided between the second coil and the power storage means;
The second control is to control the transmission and reception of electric power according to the angular velocity difference of the child.
And a control device for controlling the energization timing of the two inverters
And the transformer is provided between the second inverter and the second coil.
A lance mechanism is provided, and the first rotor is
A drive and a first rotation of the internal combustion engine connected to a fuel engine;
The angular velocity and torque are controlled by the
A second rotor is coupled to the load output and the second rotor
A vehicular drive device that is driven to rotate by controlling the angular velocity and torque of an electric machine . 4. An input shaft for inputting an output of an internal combustion engine,
An output shaft for outputting the load output to be connected,
Output control of specified drive torque and rotation speed for load output
A drive device, wherein the drive device is housed in the housing.
Transmitting the output from the internal combustion engine to the load output.
First and second rotors rotatable relative to each other;
A first stator and a second stator fixed to the stator.
And the first rotor and the first stator
A first air gap is formed between
A first opposing surface for mutual electromagnetic induction and a first
And a second air gap is provided between the first and second rotors.
Is formed and the second opposing surface performs mutual electromagnetic induction
And a second magnetic circuit through which the magnetic flux passes is provided, and a third magnetic circuit is provided between the second rotor and the second stator.
Air gap is formed and mutual electromagnetic induction is performed
A third opposing surface and a third magnetic circuit through which the magnetic flux passes
And the first stator has the first rotation
The first that can control the energization of the relative angular velocity and torque with the trochanter
A coil wound around the first magnetic circuit ,
A rotating electric machine, wherein the second rotor has a relative angular velocity with respect to the first rotor.
The second coil, which can control the degree and torque, can be wound
To form a second rotating electric machine together with the second magnetic circuit.
And, wherein the second stator, respectively phase to the second rotor
Third coil and secondary on the primary side causing mutual electromagnetic induction
Side coil is wound around the third opposing surface and the third coil.
The primary and secondary sides can rotate relative to each other along with the third magnetic circuit
Configure the ability trans mechanism, provided between said first coil storage means, said first
Electric power according to the acting torque between the stator and the first rotor
A first inverter for controlling transmission and reception, and a second inverter provided between the second coil and the power storage means;
The second control is to control the transmission and reception of electric power according to the angular velocity difference of the child.
And a control device for controlling the energization timing of the two inverters
And the transformer is provided between the second inverter and the second coil.
A lance mechanism is provided and connected to the load output
A torque command value Tv corresponding to a required torque value of the rotor;
The rotor connected to the drive shaft of the internal combustion engine is the internal combustion engine.
Torque generation value Te corresponding to the driving torque received from Seki
And the angular velocity ωv of the rotor connected to the load output;
Based on the angular velocity ωe of the rotor connected to the internal combustion engine
The angular velocity ωe is equal to or higher than the angular velocity ωv;
When the torque command value Tv is equal to or greater than the torque generation value Te,
At some point, the two inverters are controlled so that the second
The generated power generated from the converter is stored in the storage means and the
Power to the first rotating electric machine to electrically drive the first rotating electric machine.
Drive system for vehicle drive system characterized by
Your way. 5. A driving device, comprising: an input shaft for inputting an output of an internal combustion engine; and an output shaft for outputting a load output to be connected, wherein a predetermined drive torque and a rotation speed are controlled for the load output. The drive device includes a housing, first and second rotors housed in the housing and capable of relatively rotating to transmit an output from the internal combustion engine to the load output, and a first fixed to the housing. A first stator including a stator and a second stator, a first air gap being formed between the first rotor and the first stator, and performing a mutual electromagnetic induction. The opposing surface and the first through which the magnetic flux passes
A second air gap is formed between the first and second rotors, a second opposing surface for performing mutual electromagnetic induction, and a second magnetic field through which a magnetic flux passes therethrough. A circuit is provided, a third air gap is formed between the second rotor and the second stator, and a third opposing surface that performs mutual electromagnetic induction and a third through which a magnetic flux passes therethrough. The first stator is provided with a first coil wound around the first stator and capable of controlling the relative angular velocity and torque relative to the first rotor. A first rotating electric machine, a second coil wound around the second rotor capable of controlling a relative angular velocity and torque relative to the first rotor, and the second magnetic circuit Together with a second rotating electric machine, wherein the second stator and the second Are wound with a third coil on the primary side and a fourth coil on the secondary side that cause mutual electromagnetic induction, and the primary and secondary coils together with the third opposing surface and the third magnetic circuit. And a secondary side constitute a transformer mechanism rotatable relative to each other. The transformer mechanism is provided between the first coil and the power storage means, and supplies electric power according to an action torque between the first stator and the first rotor. A first inverter for controlling transmission and reception, and a second inverter provided between the second coil and power storage means for controlling transmission and reception of electric power according to a difference between the angular velocities of the two rotors.
And a control device for controlling the energization timing of the two inverters, wherein the transformer mechanism is provided between the second inverter and the second coil, and a rotor connected to the load output. A torque command value Tv corresponding to the required torque value;
A torque generation value Te corresponding to a drive torque received from the internal combustion engine by a rotor connected to a drive shaft of the internal combustion engine.
And the angular velocity ωv of the rotor connected to the load output;
When the angular velocity ωe is equal to or greater than the angular velocity ωv and the torque generation value Te is equal to or greater than the torque command value Tv, the two inverters are controlled based on the angular velocity ωe of the rotor connected to the internal combustion engine. to drive control method in the auto dual drive it characterized in that for feeding the generated power generated from the two rotary electric machine to said storage means. 6. An input shaft for inputting an output of an internal combustion engine, and
An output shaft for outputting the load output to be connected,
Output control of specified drive torque and rotation speed for load output
A drive device, wherein the drive device is housed in the housing.
Transmitting the output from the internal combustion engine to the load output.
First and second rotors rotatable relative to each other;
A first stator and a second stator fixed to the stator.
And the first rotor and the first stator
A first air gap is formed between
A first opposing surface for mutual electromagnetic induction and a first
And a second air gap is provided between the first and second rotors.
Is formed and the second opposing surface performs mutual electromagnetic induction
And a second magnetic circuit through which the magnetic flux passes is provided, and a third magnetic circuit is provided between the second rotor and the second stator.
Air gap is formed and mutual electromagnetic induction is performed
A third opposing surface and a third magnetic circuit through which the magnetic flux passes
And the first stator has the first rotation
The first that can control the energization of the relative angular velocity and torque with the trochanter
A coil wound around the first magnetic circuit,
A rotating electric machine, wherein the second rotor has a relative angular velocity with respect to the first rotor.
The second coil, which can control the degree and torque, can be wound
To form a second rotating electric machine together with the second magnetic circuit.
And, wherein the second stator, respectively phase to the second rotor
Third coil and secondary on the primary side causing mutual electromagnetic induction
Side coil is wound around the third opposing surface and the third coil.
The primary and secondary sides can rotate relative to each other along with the third magnetic circuit
Configure the ability trans mechanism, provided between said first coil storage means, said first
Electric power according to the acting torque between the stator and the first rotor
A first inverter for controlling transmission and reception, and a second inverter provided between the second coil and the power storage means;
The second control is to control the transmission and reception of electric power according to the angular velocity difference of the child.
And a control device for controlling the energization timing of the two inverters
And the transformer is provided between the second inverter and the second coil.
A lance mechanism is provided, and the required torque value of the rotor connected to the load output is adjusted.
The corresponding torque command value Tv and the drive shaft of the internal combustion engine
Drive torque received by the connected rotor from the internal combustion engine
Connected to the torque output value Te corresponding to the torque and the load output
Angular velocity ωv of the rotor and the internal combustion engine
The angular velocity ωv is calculated based on the angular velocity ωe of the rotor
At least the angular velocity ωe and the torque generation value Tv
Is greater than or equal to the torque command value Te,
The motors are controlled to operate both rotating electric machines electrically.
A drive control method in a vehicle drive device. 7. An input shaft for inputting an output of the internal combustion engine,
An output shaft for outputting the load output to be connected,
Output control of specified drive torque and rotation speed for load output
Drive device, The driving device is housed in the housing and the housing.
Transmitting the output from the internal combustion engine to the load output.
First and second rotors rotatable relative to each other;
A first stator and a second stator fixed to the stator.
And the first rotor and the first stator
A first air gap is formed between
A first opposing surface for mutual electromagnetic induction and a first
Is provided, A second air gap between the first and second rotors;
Is formed and the second opposing surface performs mutual electromagnetic induction
And a second magnetic circuit through which the magnetic flux passes, The third rotor is provided between the second rotor and the second stator.
Air gap is formed and mutual electromagnetic induction is performed
A third opposing surface and a third magnetic circuit through which the magnetic flux passes Road is established
And the first stator has the first rotation
The first that can control the energization of the relative angular velocity and torque with the trochanter
A coil wound around the first magnetic circuit,
Make up the rotating electric machine, The second rotor has a relative angular velocity with the first rotor.
The second coil, which can control the degree and torque, can be wound
To form a second rotating electric machine together with the second magnetic circuit.
And The second stator and the second rotor have respective phases.
Third coil and secondary on the primary side causing mutual electromagnetic induction
Side coil is wound around the third opposing surface and the third coil.
The primary and secondary sides can rotate relative to each other along with the third magnetic circuit
A functional transformer mechanism, The first coil is provided between the first coil and the power storage means, and the first coil
Electric power according to the acting torque between the stator and the first rotor
A first inverter for controlling transmission and reception; A second coil provided between the second coil and the power storage means;
The second control is to control the transmission and reception of electric power according to the angular velocity difference of the child.
Inverter and Control device for controlling the energization timing of the two inverters
With The transformer between the second inverter and the second coil;
A lance mechanism is provided, and Connected to the load output
A torque command value Tv corresponding to a required torque value of the rotor;
The rotor connected to the drive shaft of the internal combustion engine is the internal combustion engine.
Torque generation value Te corresponding to the driving torque received from Seki
And the angular velocity ωv of the rotor connected to the load output;
Based on the angular velocity ωe of the rotor connected to the internal combustion engine
The angular velocity ωv is equal to or higher than the angular velocity ωe;
When the torque generation value Te is equal to or greater than the torque command value Tv,
At one time, controlling both of the inverters so that the power storage means
Power to the second rotating electrical machine from the second rotating electrical machine
And the first rotating electric machine generates electric power.
A vehicle that operates to charge the power storage means.
A drive control method in the dual-use drive device. 8. together with the drive device is provided directly adjacent to the internal combustion engine, said drive device and differential means provided in the load output side via a reduction unit provided between said internal combustion engine The vehicle driving device according to any one of claims 1 to 7 , wherein the driving force is transmitted to the vehicle. 9. A brake control means for stopping or reducing fuel supply to the internal combustion engine and for using the internal combustion engine as a rotating resistor when a vehicle braking command signal for commanding vehicle braking is input from outside. 4. The method according to claim 1, wherein
The vehicle drive control device according to any one of claims 8 to 13.